Portable steam-engine



2 Shets-Sheet 1.

(No Model.)

W. O. WOLFE.

PORTABLE STEAM ENGINE.

Patented Sept. 11, 1883.

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(No Model.) W. O. WOLFE.

PORTABLE STEAM ENGINE. NO. 284,701. Patented Sept. 11, 1883.

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UNITED STATES PATENT Gannon.

WILLIAM o. wo-LrE, or HAGERSTOWN, MARYLAND.

.P'O'RTABLE STEAM-ENGINE.

SPECIFICATION forming-part of Letters Patent No. 284,701, dated September 11, 1883.

- Application filed June 20,1883. (No mam.

To all whom it may concern:

Be it known that 1, WILLIAM G. WOLFE, of Hagerstown, in the county of WVashington and State of Maryland, have invented certain new and useful Improvements in Steam-Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable-others skilled in the art to whichit pertains to make and use it, reference being had to the accompanying drawings, which form part of this specification.

My invention relates to an improvement in steam-engines, especially in that class which are known as portable engines and it consists, first, in the combination of the engine-fran1e having the cylinder and the saddle secured to its ends, and supported upon the bracket atone end, the engine being provided with flanges, be-. tween which the cross-head moves, the engine and bracket being tongued and grooved together, so as to prevent any lateral movement of the bed-plate; second, in the engine-frame, which is provided with horizontal flanges upon one side,"a nd-which are connected together by a cross-flange, with the feed-pump, which is secu red to the cross-flange in a line with the slide valve; third, in the combination of the engineframe having the steam-cylinder attached'to one end, a suitable bracket secured .to the boiler, the steam-chest attached to the cylinder, and a brace havinga stud or projection which catches in a recess inthe end of the steam-chest, whereby the cylinder is prevented from becoming laterally displaced, but is allowed to expand and contract from the varia tions in the chamber without injury to any of the parts; fourth, in a saddle which supports one end of the engine-frame, and which has its two bearings for the crank and eccentric shaft, and space enough around it to allow a stepped pulley to be secured to the shaft for the purcal cross-section, taken upon the dotted lines.

of Fig. 3, of the engine-frame. Fig. 5 is a perspective of the brace which is connected to the steam-chest. Fig. 6 is a side elevation of the brace, shown in connection with the steamchest. Fig. 7 is an end view of the saddle and the stepped pulley.

A represents the engine-frame, which has the steam-cylinder B secured to it at one end, and the saddle O at the other. This engineframe is supported at the end to which the cylinder is attached by, means of the bracket D, which is secured rigidly to the side of the boiler, as shown in Fig. 1, and which bracket'has a suitable tongue formed upon its top, so as to fit in a corresponding groove in the end of the engine-frame, for the purpose of holding these two parts in line with each. other. In order to still further prevent any lateral displacement of the cylinder and its steam-chest E, there is rigidly bolted to the boiler the brace F, which has a stud or projection, G, extending horizontally from its upper end. This stud G catches .in a recess in the end of the steanrchest E, and serves to help to hold the steam-chest and cylinder in their proper position. Owing to the heat from the boiler, the different parts will expand and contract differ ently. Then the brace is secured in position upon the cold boiler, it is placed closely in contact with the steam-chest, and as the boiler expands from the heat this brace F gradually moves back from the steam-chest, as shown in Fig. 6. This outward movement of the brace F allows the different parts to expand endwise without the twisting or injury to the different parts which would inevitably ensue" wereno provision left for this movement.

' Upon the outer side of the engine-frame are formed the horizontal flanges H, beveled at the'sides or edges, as shown, which have the guiding-ribs formed as a part thereof, and

,which have wide bearing-surfaces J for the adjustablegibs of the cross-heads. These wear ing-surfaces are shaped to correspond to the shape of the gibs, so that as the gibs and bearing-surfaces wear away the gibs adjust themselves uniformly upon the sides, as well as upon the bottom of the flanges. In order to catch the waste or overflow, both from the feed-pumpand from the stuffing-box of the cylinder -head, there are formed suitable grooves in the lower flange, so as to catch all of this waste or overflow and conduct it directly into the oil-cups K, asshown in Fig. 1.

These cups, by catching all the waste oil and water, serve to prevent the parts from being overflowed, and the engine from having a dirty slovenly appearance. Upon the opposite side of the engine-frame A, near the saddle C, are

formed the nearly-horizontal flanges L, which are united together by means of a vertical or cross flange, M. In between these nearlyhorizontal flanges is placed the feed-pump N, which has its inner end provided with a screwbolt or stud, which passes back through the flange M, so as to receive a nut or othertightening device, for the purpose of securing the pump rigidly in place. The hole through the flange M for the stem from the rear end of the pump to pass through is made oblong, so that the pump will have a slight vertical move ment, so as to allow it to be moved by means of the clamping-nut Q. The water passes up into the air-chamber and down through the passage V, which is cast in the engine-frame A,

and through the pipes W, and thence into the tion of the engine accordingly. By the location of the feed-pump and the air-chamber upon the engine-frame A, and at a distance from the steam cylinder and boiler, not only is the feed-pump placed in a direct line with the slide-valve, but it is placed upon the coolest part of the engine, so that there is little danger of the heat converting the feed-water into steam, and thus interfering with the action of the pump. I

The heater X consists of a large pipe, through which the exhaust-steam passes, and which exhaust-steam heats the feed-water on its passage to the boiler.

The saddle 0, which is rigidly secured to one end of the engine-frame A and to the top of the boiler, is provided with the two bearings J, for the crank and eccentric shaft, and in between these two bearings is left a space sufficiently large for the eccentric and the stepped pulley L. This pulley L is intended to be used in running the governor, and allows a greater variation to the speed to which the governor is run than can be done by the usual construction: of the parts. By placing this pulley L in the. position shown the parts of.

the engine are greatly simplified and cheapened, and less space is taken up. Upon the edges and ends or flanges for bolting the saddle to the boiler are formed the grooves O, to catch the oil from the journals J, and prevent it from running upon the boiler.

Having thus described my invention, I claim 1. The combination of the engine-frame A,

having the cylinder B and the saddle 0 sethe brace F, provided with. the stud or projection G, the parts being tially as set forth.

4. The combination of the engine-frame A, having the opening A through it, the eccentric-rod B, the slide C, and the rod Z, and the feed-pump and slide-valve placed in a direct line with each other, substantially as described;

5. The saddle 0, provided with the two bearings J, with the crank and eccentric shaft, provided with the stepped pulley L, placed between the bearings J, substantially as set forth.

In testimony whereof I afiix my signature in presence of two witnesses.

' W. C. WOLFE.

Witnesses:

F. A. LEHMANN, E. D. YORK. 4

arranged substan- 

